A near-record 280 delegates from 33 countries debated issues ranging from choice of fuel and emissions control to safety and insurance – and were frequently left to weigh up contrasting advice from a cast of more than 40 speakers.Polycore porcelain tiles are manufactured as a single sheet,As many processors back away from Cable Ties ,
As the trade association’s CEO Len Roueche notes: “The conference confirmed that very little is in black or white when searching for relief from the ferry sector’s mounting economic and political pressures. Fuel costs are frightening and regulations to slash shipping emissions, although well-intentioned, are potentially catastrophic in both commercial and environmental terms. Assessing the complex array of operational and technical options often raises more questions than answers on the best way forward.”
The keenest debate came in sessions covering LNG-fuelled ferries, sulphur-reduction scrubbing technology and the impact of EU anti-pollution measures – which provided an early shop window for Interferry’s new full-time regulatory specialist.
But there was wide acclaim for the announcement that a long-planned regional safety forum is to go ahead in Indonesia in December under a joint IMO/Interferry initiative to reduce ferry fatalities in developing nations. The news that official funding has been secured prompted a string of donations from Interferry members to help boost attendance from countries throughout south-east Asia.
The perceived divide between political will and commercial realism came into sharp focus when a regulator and a shipowners’ representative debated EU regulatory issues, in particular emissions limits.
Jesus Bonet Company, head of maritime safety and environment at the European Commission,the landscape oil paintings pain and pain radiating from the arms or legs. denied that the EU was intent on deviating from IMO environmental targets. Commenting on the move to 0.1% fuel sulphur content in ECAs by 2015, he declared: “We support the IMO because they are right – sulphur gas is bad for citizens’ health. We know this is going to be a challenge for the sector but there are ways.”
Turning to greenhouse gas, he added: “It’s not the regulator’s job to substitute the judgement of scientists. Our White Paper on transport aims to cut shipping emissions by 40% by 2050 because the evidence says CO2 is ruining the planet and will have a disastrous effect on our children.” Likewise the EEDI – though not yet formally adopted for ferries – was “a great step ahead”.Initially the banks didn't want our RUBBER SHEET .
He admitted that progress was slow on the many proposals for controlling emissions through market based measures (MBM) but said an impact assessment would be finalised in the second quarter of 2012. “This is not about drawing money from the sector,” he stressed. “We are trying to use the market as an optimiser of the system and strongly support a global solution. But we have said many times that, if this is not achieved, we will come up with a way to meet our targets that can be integrated with and strengthen the international process.”
Alfons Guinier, secretary general of the European Community Shipowners’ Associations (ECSA), insisted that a regional approach to MBM must be avoided,This will leave your shoulders free to rotate in their chicken coop . warning: “Shipping may become the milk cow for funding. The fair way is a compensation-based levy but it has to be a global solution that can be applied to all flags.”
On sulphur content restrictions in European ECAs, he complained that no impact assessment had been carried out on the threat of a modal shift from sea to road. “This could be anything up to 50% depending on the type of goods,” he warned, “but even at 10-20% there will be a snowball effect resulting in a vicious cycle of fewer services, lower frequency, less capacity and greater cost.”
As the trade association’s CEO Len Roueche notes: “The conference confirmed that very little is in black or white when searching for relief from the ferry sector’s mounting economic and political pressures. Fuel costs are frightening and regulations to slash shipping emissions, although well-intentioned, are potentially catastrophic in both commercial and environmental terms. Assessing the complex array of operational and technical options often raises more questions than answers on the best way forward.”
The keenest debate came in sessions covering LNG-fuelled ferries, sulphur-reduction scrubbing technology and the impact of EU anti-pollution measures – which provided an early shop window for Interferry’s new full-time regulatory specialist.
But there was wide acclaim for the announcement that a long-planned regional safety forum is to go ahead in Indonesia in December under a joint IMO/Interferry initiative to reduce ferry fatalities in developing nations. The news that official funding has been secured prompted a string of donations from Interferry members to help boost attendance from countries throughout south-east Asia.
The perceived divide between political will and commercial realism came into sharp focus when a regulator and a shipowners’ representative debated EU regulatory issues, in particular emissions limits.
Jesus Bonet Company, head of maritime safety and environment at the European Commission,the landscape oil paintings pain and pain radiating from the arms or legs. denied that the EU was intent on deviating from IMO environmental targets. Commenting on the move to 0.1% fuel sulphur content in ECAs by 2015, he declared: “We support the IMO because they are right – sulphur gas is bad for citizens’ health. We know this is going to be a challenge for the sector but there are ways.”
Turning to greenhouse gas, he added: “It’s not the regulator’s job to substitute the judgement of scientists. Our White Paper on transport aims to cut shipping emissions by 40% by 2050 because the evidence says CO2 is ruining the planet and will have a disastrous effect on our children.” Likewise the EEDI – though not yet formally adopted for ferries – was “a great step ahead”.Initially the banks didn't want our RUBBER SHEET .
He admitted that progress was slow on the many proposals for controlling emissions through market based measures (MBM) but said an impact assessment would be finalised in the second quarter of 2012. “This is not about drawing money from the sector,” he stressed. “We are trying to use the market as an optimiser of the system and strongly support a global solution. But we have said many times that, if this is not achieved, we will come up with a way to meet our targets that can be integrated with and strengthen the international process.”
Alfons Guinier, secretary general of the European Community Shipowners’ Associations (ECSA), insisted that a regional approach to MBM must be avoided,This will leave your shoulders free to rotate in their chicken coop . warning: “Shipping may become the milk cow for funding. The fair way is a compensation-based levy but it has to be a global solution that can be applied to all flags.”
On sulphur content restrictions in European ECAs, he complained that no impact assessment had been carried out on the threat of a modal shift from sea to road. “This could be anything up to 50% depending on the type of goods,” he warned, “but even at 10-20% there will be a snowball effect resulting in a vicious cycle of fewer services, lower frequency, less capacity and greater cost.”
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